Internal-combustion engine



July 10,1926. 1,676,264

M. F. HILL INTERNAL COMBUSTION ENGINE Original Filed Aug. 19, 1919 2 Sheets-Sheet 2 INYENTDR- Mmvwa Patented July 10, 1928.

MYRON F. HILL, OF NEW YORKyN. Y.

7 murnrmen comnusrron Enema lteflled for abandoned application Serial My invention relates to internal combustion engines, and its object is to utilize the heat lost by radiation thru the walls of the cylinder and passing out of the exhaust 6 valve and return the lost heat in the form of power to the cylinder itself.

In other words the object of my engine is to catch radiated and other lost energy, thus reducing present losses as much as pos- 10 sible and restoring it to the cylinder iii the form of pressure gases admitted during the power stroke.

In the drawm Fig. 1 shows the section of one cylinder the engine.

Fig. 2 is a horizontal section of Fig. 1 on line 22.

Fig. 3 is a horizontal section of Fig. 1 on line 3-3.

Fig. 4 illustrates the water regulating valve section.

Fig. 5 is a plan view of the relation of the water regulating valve to the reservoir.

Fig. 6 is a sectional view of the water pump.

As many cylinders may be used as is desired.

The engine shown is adapted to work upon the Diesel principle; but my invention may be applied as well to any internal combustion gas engine, either two or four cycle I which works with or without a carbureted mixture admitted thru the inlet valve.

In Fi 1- there is the usual crank-shaft 1, mounte in the engine base 2, upon which is bolted the upper half 3 of the crank case, to which in turn is bolted the cylinder 4 in the usual manner. This cylinder is provided a 5, the outer; diameter of which is at least as great as the diameter of the bolting-flange 6. To this flange 5 is bolted the outer jacket "wall 7 carrying the baflle cylinder 9; The bafiie cylinder 9 is welded to the jacket 7 or otherwise secured thereto.

with a flange The battle cylinders 8 and 11 are likewise secured to the upper flange 10. Between the latter are located lugs 12, distributed around the cylinder, each having a slot to receive the upper edge of the bafile cylinder 9. I The lugs 12 are spaced apart to ermit the water to pass over the top of this aflle cylinder 9. The baflle cylinders 8 and 11 are secured at No. 318,461, filed August 19, 1919. This application filed June 21. 1926. Serial No. 117,652.

mounted in a space around the cylinder.

The. bafile c linders 8 and 9 are mounted.

upon the jac et portion 7 before it is mounted upon the cylinder. This is done before the cylinder 1s bolted to the crank case.

Water pumped into the water jacket from the supply pipe connection 14 thru the connecting pipe 15 to the jacket space 16. Any water pump capable of pumping water into the water jacket will do. The usual plunger type is shown in Fig. 6, its location being indicated also in Fig. 1. y

The cam shaft 14 may raise the roller 14 intermittently which actuates the plunger 14 to pump water. Any usual valves and pipe 14 may be employed to permit 'water' from a source 14 to enter the pump, and to permit the discharge of the water into the pipe 14". Water thus pumped passes down under the lower edge to the bafile cylinder 8, up over the top 'of baflle cylinder 9, and down under the lower edge of baflle cylinder 11, into by the pipe 19 to a boiler 20, preferably of v the fire tube variety, altho any form of boiler may .do. The small tubes inthis boiler are connected to the manifold of the exhaust at 21, which connects with the various exhaust valves 22 of the other cylinders of the engine. The exhaust gases.pass thru the exhaust valves and into one end of the boiler 20, where they impart their heat to the water in'the boiler surrounding the tubes. The exhaust gases escape at the other, end of the boiler. into the atmosphere: This boiler 20 is connected to a steam dome 23, which in turn is connected by a pipe 24 to the steam inlet 25, and valve 28, adapted to mally closed by a spring 29, and also closed during certain phases of the operation of the engine by the upper end of the rod 30, which engages a cam surface 31, connected to the valve. This rod prevents the valve from being opened by steam pressure except during the power stroke. During the power stroke the lower end of the rod 32, drops into the open space 33 in the cam 34, on the 'cam shaft 35, to withdraw the upper end of the rodthirty from the cam shaft 31. When this happens the opening of the valve 28 is dependent upon the relation between the steam pressure and the pressure in the cylinder. When the pressure of the steam is sufliciently in excess of the cylinder pressure, the valve 28 opens, delivering steam to the annular groove 26 and thru the slot 27, down the surface of the cylinder, following the piston downward in its stroke. This steam forms a sort of jacket, envelope or wall of vapor around the combustion gases and separates the combustion gases from the metal walls of the cylinder. At the same time it is absorbing heat from the combustion gas and becomes superheated, causing it to expand and eventually expands to exhaust pressure. The combustion gases and superheated steam, with whatever heat is left ass out thru the manifold and thru the boiler, giving up a large portion of their residual heat to the water in the boiler. It is apparent that the envelope .of vapor around the combustion gases prevents some heat from going thru the wall into the water jacket and if no steam was formed in the water jacket or boiler there would be no envelope of steam around the combustion gases. These factors strike a balance in normal operation and the balance changes with the amount of energy developed in the engine.

It is," of course, true that a part of the heat gathered in by the water, and which makes steam, is lost 1n the form of latent heat.

The greater elasticity of steam has the effect of increasing the power in the cylinder and makes possible a reduction in the amount of fuel supplied thereto.

It makes possible, further, a greater expansion ratio without changing the stroke or bore of the engine.

If the power developed in the engine is less than normal, and'if the water pumped into the water jacket'should be adapted to normal power, too much water would be injected for satisfactory operation. To regulate readily the amount of water pumped to -the needs of the engine; and to maintain a water level above the top of the boiler and below the bottom of the steam dome, a regulator is employed. This re ator is shown at 36, and consists of an ordinary float chamber valve 38, the shaft of which passes thru the wall of the float chamber and outside to a valve, adjusted to cut off the flow of water thru the connecting pipe 15 to the water jacket when the water level in the float chamber rises toohigh. When this occurs, the

check valve 39 may permit the water to escape at 40. This float chamber 36, in order to maintain the water level in. the engine properly, is connected by a pipe 41 to the Nelseco engine, or in other forms, and may operate in any of the usual ways.

It is, of course, possible that ebullition in p the jacket spaces may cause drops of water to pass into the combustion chamber with the steam. It is usually converted into steam however when it gets there.

It will be noted that the pump, which may be driven by the engine shaft in the ordinary way, pumps water continuously thru pipe 14 thru the unit 14 and valve 38, and pipe 15, into the water jacket at 30 except when float 37, raised by the water level, closes valve 38 and causes water to be defiected thru the check valve 39 out of the pipin system. When water is thus injected into t e jacket it is caused to enter in a liquid state into apressure chamber,-thc jacket. V I

My invention is not limited to the exact form and arrangement of valves, nor to their particular type, nor to particular forms of cylinders or pistons, nor to particular methods or mechanical arrangements of the diflerent parts of the engines. These factors may be varied at will.

The features which I claim are pointed out in the accompanying claims.v

WhatI claim is 1. In an .internal combustion en e, a combustion chamber, a pressure cham er for water around it, subject .to heatradiating from combustion in said combustion chamber, to create steam under pressure from said radiated heat, and passageways and guiding 'means to direct said steam into said combustion chamber in the form of an envelope surrounding the combustion gases.

2. The combination claimed in claim 1, having said envelope along the internal walls of the combustion chamber to maintain low temperature therein.

3. In an internal combustion engine, a combustion chamber, means to cause the entry therein of combustion fluids, means to inject during combustion an envelope of cooling fluid around said combustion fluids,

means to preheat said cooling'fluid continuously by heat of combustion radiating from said combustion chamber thru its walls.

4. The combination claimed in claim 3,

having H O for the cooling fluid converted into steam outside of said combustion chamber.

-5. The combination claimed in claim 3, having H O for the cooling fluid converted into steam outside of said combustion chamber, with means to direct the steam in a film along the inner surface of the walls of the combustion chamber to protect them from high temperatures of combustion.

6. In an internal combustion engine, a combustion chamber, a water pressure chamber outside of said combustion chamber, said pressure chamber including portions located around said combustion chamber to convert said water into steam in said pressure chamber, and guiding and valve devices to cause said steam to form an envelope or wall around the combustion gases during power expansion to reduce their temperature.

7. The combination claimed in claim 1, having mechanical valve connections to prevent the entry of steam during the compression stage of said engine.

8. In an internal combustion engine, a combustion chamber, a cooling jacket surrounding said chamber, means to cause the entry of combustible fluids into said chamber, and of a cooling fluid into said jacket to continuously cool the walls of said combustion chamber and be heated and expanded thereby, and connections between said jacket and chamber open during the stage of combustion and when the pressure relation between said jacket and chamber is such as to cause a flow of said cooling fluid from said jacket to said chamber, and guiding means to create an envelope around the combustion region and thereby prevent the commingling of said fluid and combustion gases during combustion.

9. The combination claimed in claim 8,

having said cooling fluid introduced in said.

jacket as a liquid.

10. The combination claimed in claim 8, having said cooling fluid introduced in said jacket as a liquid, vaporized in said jacket to prevent said liquid from converting heat units utilizable for expansion into latent source of cooling fluid supply, means to inject said cooling fluid from said source into said combustion chamber against the pressure therein, combined with passageways and devices to conduct said cooling fluid from said source and direct it along the walls of said combustion chamber to form an envelope around burning fluids therein.

12. The combination in claim 11 including with said passageways a liquid pressure chamber around said combustion chamber adapted to receive heat radiated from combustion therein;

13. The combination in claim 11 including with said passageways, conductors for burned, expanded and spent gases combined with said passageways to provide heat transfer from the spent gases to the cooling liquid to heat it on its way into the combustion chamber.

14. The combination in claim 11 including a pressure jacket for said cooling fluid around said combustion chamber to receive radiated heat from said chamber.

In testimony whereof I aflix my signature.

MYRON F. HILL. 

